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August 10, 2015

On 27 June 2015, the U.S. Navy launched its final EA‑6B Prowler sortie from NAS Whidbey Island, Washington. This seemingly routine hop closed the book on what has been 44 years of operational success and pride. Dating back to the Vietnam War, and as recently as late 2014, Navy Prowlers proved themselves, taking the fight to the enemy. Whether target sets included surface‑to‑air missile (SAM) sites or terrorist early warning networks, Prowler aircrew and maintainers met their challenges with a “can do” spirit that embodied the best of American resolve and innovation. When BuNo 163890 reported “safe on deck” for the final time, it closed a chapter of Naval Aviation history.

From the Beginning

While carrier‑based electronic warfare dates to World War II, it wasn’t until the Vietnam War that electronic attack (EA) as a singular and dedicated mission came into its own. Faced with an ever‑improving North Vietnamese air defense network, American military authorities recognized the need for dedicated platforms capable of disrupting and denying radars responsible for guiding lethal anti‑air missiles and targeting artillery rounds. Having just transitioned to the EKA‑3B, an electronic warfare‑modified version of the A‑3B Skywarrior (more affectionately known as the Whale), the NAS Alameda‑based VAW‑13 Zappers made their first deployment to Southeast Asia in 1967. Later, VAW‑13 would be split into six separate squadrons, designated VAQ‑130 through ‑135. Simultaneously, the U.S. Marine Corps began testing and flying a modified version of the A‑6 Intruder named the EA‑6A. The A‑6 and EA‑6A lineage would eventually lead to the development of the four‑seat EA‑6B Prowler.

On 25 May 1968, Grumman Aircraft Company flew the first EA‑6B. This test platform, known as M‑1, was a modified and elongated A‑6 air‑ frame. The first “from scratch” Prowler was delivered to VAQ‑129 Vikings at NAS Whidbey Island 29 January 1971. The union between EA and the Pacific Northwest was forged. By the end of the year, VAQ‑132 Scorpions arrived NAS Whidbey Island from NAS Alameda to begin accepting air‑ craft and training for the EA‑6B’s maiden combat deployment. By the end of 1974, VAQ‑130, ‑131, ‑133, ‑134 and ‑135 joined the Scorpions at Whidbey and successfully transitioned from Whales to Prowlers.

On 5 June 1972, VAQ‑132 departed the East Coast as part of CVW‑8 on board USS America (CVA‑66). A short time later, VAQ‑131 Lancers deployed with CVW‑14 on board Enterprise (CVAN‑65). With both carrier groups in place, Operation Linebacker II in the Vietnam War began in December. Less than two years after initial acceptance, Prowlers flew more than 700 combat sorties in the skies over Vietnam and recorded their first flight logbook pages of “green ink.”

Post-Vietnam Development and Deployment

Despite the draw‑down of combat operations following the Vietnam War, the EA community remained extremely active. The VAQ‑136 Gauntlets and VAQ‑137 Rooks stood up as the first new Prowler squadrons (i.e., not previous EKA‑3B squadrons) in 1974. Notable aircraft upgrades came in the form of the Expanded Capability (EXCAP) and subsequent Improved Capability (ICAP) suites. VAQ‑135 Black Ravens were the first to deploy with ICAP aircraft in 1977. That same year, the Marine Corps transitioned from the EA‑6A Intruder to the EA‑6B Prowler, with the VMAQ‑2 Playboys leading the way at MCAS Cherry Point. In February 1980, the VAQ‑136 Gauntlets made a permanent homeport change to Naval Air Facility Atsugi, Japan. The Gauntlets served with CVW‑5 as the only permanently forward‑deployed Prowler squadron until their return to Whidbey in early 2012.

Of note, the Navy initially purchased only 50 Prowlers. However, with the successes and operational impacts achieved in the community’s first decade, a different course was set that eventually led to 170 Prowlers. The increased plan led to the establishment of VAQ‑138 (1976) through VAQ‑142 (1988).

The 1980s saw Prowlers deployed across the globe supporting routine presence and deterrence missions, as well as crisis response strike missions. Prowler squadrons provided increasingly sought‑after services to improve aircraft survivability and strike lethality across the Mediterranean Sea, in Lebanon and Libya, as well as the Persian Gulf. In April 1986, VAQ‑135, ‑137, ‑138, and a detachment from USMC VMAQ‑2 proved invaluable in cooperatively suppressing Libya’s robust air‑defense network, comprising surface‑to‑air (SA)‑2, SA‑3, SA‑6, SA‑8 and long‑range SA‑5 missile systems. This conflict also marked the first employment of the AGM‑88 High‑speed Anti‑Radiation Missile (HARM) that would soon become another arrow in the Prowler’s quiver. It was a testament to the Prowler crews’ professionalism, bravery and skill.

Operations Desert Shield, Desert Storm and Desert Fox

Following the Iraqi invasion of Kuwait in 1990, American forces massed in the Persian Gulf region as part of Operation Desert Shield, and later Operation Desert Storm. This deployment included VAQs 130, 131, 132, 136, 137 and 141 as well as shore‑based Marine Prowlers from VMAQ‑2. The lengthy build‑up and march toward war allowed squadrons to fine‑tune and adapt existing tactics to best counter the Iraqi air defense network.

Before sunrise 17 January 1991, dozens of Prowlers unleashed a torrent of jamming and HARM to support U.S. Air Force F‑117 strikes aimed at crippling the Iraqi command and control structure. Official Navy reports claim that 80 percent of HARM fired in the initial attack came from USN aircraft. The central nodes of the Iraqi air defense network were dismantled within the first hours of war. For the remainder of the campaign, Prowler crews focused their efforts against point‑defense SAMs that resorted to “firing blind” due to Prowler jamming effectiveness. Desert Storm marked the first time (but certainly not the last) that Prowlers became mission “go/no go” factors. Strike pilots who watched SAMs wander off into non‑threatening trajectories quickly realized who and what to thank for their safety!

The 1991 version of the Iraqi air‑defense network was the most sophisticated array the Prowler had faced to date, and yet in a matter of hours the network was neutralized. Years of research and investment in EA capability had paid off not only for the Navy, but for the entire Joint air warfare enterprise —and the work wasn’t done. Following the March 1991 cease‑fire, coalition partners began to enforce a southern no‑fly zone to protect certain elements of the Iraqi civilian population. This effort was eventually branded Operation Southern Watch (OSW).

In 1995 the USAF chose to retire the EF‑111 Raven, based on Department of Defense’s (DoD) analysis of the effectiveness of the EA‑6B during Desert Storm, leaving the Prowler as the only tactical electronic attack platform in the DoD inventory.

With the U.S. Air Force out of the jamming business, the Navy agreed to increase its number of shore‑based deployments in direct support of USAF operations. In exchange, the Air Force agreed to provide crews to fly EA‑6Bs. This agreement led to what came to be known as “expeditionary squadrons.”

Now officially deemed a “low density/high demand” asset, the Prowler’s workload increased again with the initiation of Operation Northern Watch (ONW) in 1997. Whidbey‑based VAQ squadrons racked up an incredibly high operations tempo (OpTempo) flying OSW and ONW missions, supporting strike aircraft during United Nations efforts. By the time direct support strike missions resumed in 1998 with Operation Desert Fox, Commander, Electronic Attack Wing, Pacific (COMVAQWINGPAC) provided four expeditionary squadrons: VAQ‑128, ‑133, ‑134, and ‑142, all of which deployed to air bases in Saudi Arabia and Turkey.

Allied Force and Converting Final Doubters

Beginning with Operation Deliberate Force, which led to Operation Allied Force in 1999, the Prowler and its crews were once again called upon to underwrite the lives of fellow American and coalition airmen. Due to the requirement for jamming, COMVAQWINGPAC developed a plan that kept a minimum of four Prowlers airborne, 24 hours a day, for nearly three months. In order to accomplish this task, Prowlers (operating from Aviano Air Base, Italy) including VAQ‑134 Garudas VAQ‑140 Patriots, VAQ‑138 Yellow Jackets, VAQ‑142 Gray Wolves, VAQ‑141 Shadowhawks and Reserves from the VAQ‑209 Star Warriors, adopted a circular pattern of eat, plan, brief, fly, sleep, repeat. Demonstrating “all hands on deck” community involvement, augmented by crews from VAQ‑129 (the Fleet Readiness Squadron) and the Electronic Attack Weapons School deployed to provide additional support. By the end of the campaign, no other aircraft had flown as many sorties as the Prowler.

Serbian air defense system operators were a savvy and courageous foe, and because of their chosen tactics, they took high quality SAM shots against allied aircraft — but in the end, the results were familiar. As was the case eight years prior in the skies over Iraq, strike pilots frequently observed SAMs fail to track (or lose track). The reason rested in the Grumman EA‑6B aircraft from Bethpage, New York. One threat in particular, the SA‑6 Gainful missile system, was protected by the EA‑6B’s aircraft mission systems.

Post 9/11 Operations

On 11 September 2001, the VAQ‑141 Shadowhawks were on their way home from participating in the Southern Watch no‑fly zone when the strike group was immediately rerouted to the North Arabian Sea for a mission whose details were still being fleshed out. One of the biggest questions for air wing planners centered on what, if any, former Soviet air defense systems had been left in Afghanistan. If so, were any operational? As it turned out, the threat from SAMs was minimal, so the primary focus shifted to communications jamming. The VAQ‑137 Rooks arrived in theater a few weeks later and brought with them a new technology, night vision goggles (NVGs) that changed the way the community deployed and fought. These situational awareness building tools would prove critical when the Rooks sent Prowlers ashore where aircrew would begin to operate from austere airfields in Afghanistan.

With the majority of U.S. war‑making efforts focused on Iraq by March 2003, Prowlers were once again in high demand. The much vaunted Iraqi “super missile engagement zone” surrounding Baghdad proved to be no match for EA‑6B crews flying from the Gulf, Eastern Mediterranean and various regional expeditionary airfields. Coordinating with national strategic assets, Prowler crews participated in strikes against some of the most heavily defended targets of the war. Jamming early warning and acquisition radars had been the bread and butter of carrier‑based tactical electronic attack for nearly 30 years, but everything changed as conditions within Iraq continued to deteriorate.

By 2005 there were very few aviators, Naval or otherwise, who didn’t recognize and appreciate the value of flying with a Prowler nearby.

Through insightful and innovative work by professionals at the Johns Hopkins University Applied Physics Laboratory, the Electronic Warfare Database Support command at NAS Point Mugu and the Whidbey‑based Electronic Attack Weapons School, Prowler crews adapted their Tactics, Techniques and Procedures to a new threat target set and were able to provide direct support for coalition ground troops in the form of radio‑controlled improvised electronic devices (IED) suppression. New transmitters were designed and fielded specifically to counter this emergent and surprisingly low‑tech, yet extremely lethal enemy threat. Within months of introducing this capability, Prowler aircrew provided ground commanders real‑time data in Afghanistan to coordinate movement of convoys along ground routes. A variation of this capability was employed against enemy targets in Iraq with similar success.

The protection offered to friendly ground forces was in high demand, and the resultant community OpTempo was high. Therefore, Navy Reserve Prowler Squadron, VAQ‑209 Star Warriors, were called to complete four deployments to Afghanistan and one to Al Asad Air Base, Iraq. Expeditionary squadrons were on a six‑month on/six‑month off deployment cycle with gaps in EA‑6B coverage being filled by split site operations from deployed carriers and gap fills from nondeployed carrier air wing Prowler squadrons during turnaround.

Counter‑IED missions made up a large portion of Prowler tasking in the years following 9/11, but other equally important tasks included support of high visibility special operations missions and the denial of enemy communication networks. In fall 2014, the VAQ‑134 Garudas completed the final Prowler deployment from the deck of George H.W. Bush (CVN‑77). Despite flying some of the oldest aircraft in the air wing, Garudas EA‑6B Prowlers remained one of the most sought after airborne assets in theater.

The Legacy

For 44 years the Prowler community answered the call, as a member of the Naval Aviation enterprise. Operating with some of the oldest aircraft in the Naval inventory was never a crutch, rather, the quirks and nuances of maintaining these aircraft only served to demonstrate the Sailors’ outstanding dedication and true professionalism. Refusing to allow the shadowy nature of their mission to obscure their relevance within a larger Joint warfighting mission, Prowler aircrew, maintainers and support personnel routinely thought beyond the possible and worked tirelessly to provide innovative and successful answers to enemy threats. Attack, strike fighter and convoy commanders invariably included an EA‑6B Prowler on high threat missions, validating mission success.

To fully appreciate and understand the Prowler’s legacy to Naval Aviation, one must look beyond operational histories and sortie counts. Statistics read well, but the real account of a community’s success is measured by its people, relationships and the kind of enduring bonds that transcend individual accolades. From triumphant fly‑ins and homecomings to somber memorial services and eulogies, the Prowler community looked inward for strength and resilience.

As the venerable Prowler yields it place on the flight line to the EA‑18G Growler, this strong community identity will continue to benefit not only the Navy, but also the nation. There is a story of a former Commander in Chief who, after being briefed on an emergent crisis, asked, “Where are the carriers?” It’s likely that those actually tasked with carrying out the nation’s bidding followed the President’s query with another question, “Where are the Prowlers?”

Farewell

On 14 November 2014 the VAQ‑134 Garudas catapulted from USS George H.W.

Bush (CVN‑77) (GHWB) for the last time in the EA‑6B Prowler, a legendary electronic warfare platform that has served the U.S. for more than 44 years. Happy to be home at NAS Whidbey Island and proud to have flown the Prowler in its last deployment, the squadron had been deployed aboard the GHWB with Carrier Air Wing Eight for nine and a half months. The Garudas, in conjunction with U.S. Marine Corps Prowlers from VMAQ‑3 Moon Dogs, flew electronic warfare mission in the opening months of Operation Inherent Resolve and conducted missions on the first day of strikes into Syria against IS militants. The Garudas return marked the end of the last U.S. Navy EA‑6B aircraft carrier deployment, but the Prowler will continue to serve the USMC until 2019.

Welcome back Tailhookers to the Daily Briefing… The Blog has been in the yards for awhile, but with the help of all of you we’re going see if we can not only keep her afloat, but steaming in to the wind!

We’re going to cross deck and post a few articles directly from the print version of “The Hook” periodically to help gain exposure to a great organization.

So today we’re posting a couple of them. This first article is written by CDR Matt Schnappauf, USN, Former Commanding Officer, HSM-70 who brings first hand knowledge and insight into the integration of Rotary assets with a Carrier Airwing.

Enjoy…

~JC

Rotary Strike Integration

An article titled “New Paradigm for Carrier Aviation: Naval Aviation’s Helo Concept of Operations (ConOps)” was published in the Spring 2010 edition of The Hook by CAPT George Galdorisi, USN(Ret) and CAPT Donald Williamson, USN(Ret). The article discussed a new era in Naval Aviation, citing the inaugural 2009 deployment of HSM‑71 and HSC‑8 with Carrier Air Wing Nine in USS John C. Stennis (CVN‑74) as a “revolutionary way of doing business.” CVW‑9’s deployment was the first time an air wing deployed with its full complement of 19 MH‑60R/S Seahawk helicopters. The authors challenged Navy, Naval Aviation and Naval Helicopter community leadership to “determine how to capitalize and build upon the enormous new possibilities this Helo ConOps engenders.” Five years later, the HSM community has fully integrated into the air wing and is serving a critical role by helping maintain a focus on maritime warfare. The carrier air wing’s evolution over the past five years has significantly enhanced combat readiness and serves as a model for effectively embracing future progression.

Enhanced Capability

The MH‑60R brought remarkable capability to the air wing. In addition to serving as the strike group’s only organic air anti‑submarine warfare (ASW) asset, the MH‑60R aircraft is a capable anti‑surface warfare (ASUW) platform. HSM aircrews, critical to the development of a clear recognized maritime picture, routinely serve as strike coordination and reconnaissance (SCAR) assets for fixed‑ and rotary‑wing armed reconnaissance assets, effectively conduct electronic support (ES) missions and are capable of defending the CVN and high value units in either restricted waters or open ocean environments. The aircraft is equipped with the Airborne Low Frequency Sonar active dipping system, a capable ALQ‑210 Electronic Support Measures (ESM) system, either the AN/APS‑147 or AN/APS‑153 surface search radar and is capable of carrying and processing active and passive sonobuoys for ASW missions. The radar is effective at providing targeting solutions to other platforms due to its accuracy and minimal target location error. It also has inverse synthetic aperture radar capability and includes an imbedded identification friend or foe (IFF) interrogator capable of interrogating several IFF modes. The APS‑153 also includes the Automatic Radar Periscope Detection and Discrimination mode, which discriminates between small, medium and large targets, and highlights potential periscope detections to the operator. The AN/AAS‑44C(V)2c Multi‑Spectral Targeting System combines a forward‑looking infrared (FLIR) camera, a day camera, low light TV camera, a laser rangefinder and designator, laser target marker and an eye‑safe‑laser range finder.

Data fusion may be one of the most valuable and quickly developing contributions the MH‑60R offers the carrier air wing and strike group.

The ability to fuse and share critical information from manual tracks, ESM, radar, IFF, FLIR and Link 16 systems is a force multiplier for improving situational awareness and kill chain effectiveness. Data fusion enables HSM aircrews to simultaneously provide accurate, time critical information to other aircraft, operational Composite Warfare Commander (CWC) concept commanders and the strike group commander. The MH‑60R provides applicable information to capable strike group assets via Link 16 and to the aircraft carrier Tactical Support Center (TSC) via a Ku band link system. Cruiser and destroyer combatants currently receive information from capable MH‑60R aircraft via a C band link system, but planned Ku band upgrades will ensure full wideband connectivity exists across the carrier strike group.

Seamless Integration

By themselves, these systems provide significant informational value to the strike group, carrier air wing commander, CVN commanding officer, Sea Combat Commander, Command and Control Warfare Commander and Air Defense Commander — warfare commanders within the CWC construct. The revolutionary value of these systems, however, is the decision‑level quality of the information being shared across all sea control kill chains. The quality and efficiency of information sharing has greatly improved with the complete, seamless integration of the MH‑60R within nine air wings for the past five years. CVW‑8’s recent predeployment work‑up cycle and subsequent deployment with Carrier Strike Group Two and George H.W. Bush (CVN‑77) exemplified such integration.

Tailored Ship’s Training Availability (TSTA) on board George H.W. Bush brought the air wing together at sea for the first time since CVW‑8 returned from its previous deployment in 2011. HSC‑9 and HSM‑70 focused on rotary‑wing integration during TSTA, establishing and refining common operating procedures. Air Wing Fallon (AWF) laid the foundation for greater interoperability by bringing all air wing squadrons together at Naval Strike and Air Warfare Center to train across a wide spectrum of mission sets. This training opportunity was critical to defining inter‑squadron and inter‑staff processes, facilitating relationship building between squadrons, increasing cross‑platform knowledge and promoting air wing esprit de corps. HSM aircrews participated in a wide range of events at AWF to include moving vehicle targeting, electronic surveillance, dynamic targeting, surface to air counter tactics, humanitarian assistance and disaster relief, and simulated maritime strike missions. HSM aircrews were assigned to mission planning teams and HSM maritime strike leads under instruction led specific large‑force employment (LFE) events.

The introduction of a maritime strike lead qualification into the CVW‑8 Strike Lead And Rescue Mission Commander program further facilitated integration and tactical coordination. A robust maritime strike lead syllabus was developed to qualify MH‑60R aviators as strike leads for LFE scenarios in the maritime environment. The syllabus consists of the Strike Leader Attack Training Syllabus course at AWF; a war at sea exercise integrating the Sea Combat Commander to control fixed‐ and rotary‐wing strike assets against conventional and small boat threats; a Joint maritime defense event integrating ship, fixed‑wing and rotary‑ wing assets against fast attack and fast inshore attack craft threats; a strait transit event integrating with fixed‑wing alert and rotary‑wing assets against small boat and ASW threats; and a multiplatform ASW event.

On deployment, HSM maritime strike leads led all restricted water strait transits and coordinated multiple air operations in maritime strike warfare (AOMSW) training events that included participation by the full complement of organic air wing assets, U.S. Air Force F‑15 Eagles and Strike Eagles and U.S. Army AH‑64 Apache attack helicopters. HSM pilots, along with their rotary HSC counterparts, stood Strike Warfare Commander and Air Resources Element Coordinator watches and participated in the air wing’s temporarily assigned duty rotation to the Combined Air and Space Operations Center (CAOC) in Qatar.

Helicopter Maritime Strike squadrons are uniquely suited to maintain focus on the maritime domain, which is especially valuable considering that carrier air wings must balance competing requirements driven by overland operations. One of the more significant accomplishments realized during the CVW‑8 deployment was the establishment of a cross‑functional working group that coordinated efforts on behalf of Commander Task Force 50 (CTF‑50) and CVW‑8 to align all tactical guidance for the Combined Air Operations Plan (CAOP) for the Defense of the Persian Gulf. HSM pilots were critical in coordinating a team effort that effectively aligned the CAOP, the Persian Gulf baseline Special Instructions (SPINS), AOMSW Appendix to the SPINS and recently released Commander, U.S. Fifth Fleet Operational Task instructions.

Maritime Warfare

For the past few decades, carrier‑ based air power has been keenly focused on supporting overland operations in Iraq, Afghanistan and most recently, Syria. Although the U.S. Navy is not currently engaged in a war at sea, maritime warfare remains a core competency — especially given advances by potential maritime peer competitors. Navy helicopters have been effectively conducting sea control missions from cruisers, destroyers and frigates since the establishment of the Helicopter Anti‑Submarine Squadron Light (HSL) community with the SH‑2 Sea Sprite in the 1970s. U.S. Navy ASW and ASUW capabilities were further enhanced when the SH‑60B Seahawk was introduced in 1984. The MH‑60R is a significantly more capable platform than its predecessors, making it ideal for augmenting other platforms or filling gaps in key sea control kill chains. Although all naval aviation communities must be proficient in maritime warfare mission areas, evolution has presented an opportunity to maintain a persistent air wing focus on this perishable skill set by leveraging the HSM community, while still facing competing overland requirements in theater.

It is worth noting that the largest maritime battle fought by the United States since World War II was fought less than 30 years ago in Operation Praying Mantis. During the tanker war between Iraq and Iran, U.S. Navy surface combatants and their embarked Light Airborne Multipurpose System (LAMPS) SH‑2 and SH‑60B helicopters served as escorts to Kuwaiti flagged tankers in the Persian Gulf. Praying Mantis took place 18 April 1988; four days after Samuel B. Roberts (FFG‑58) struck a mine 55 nautical miles north of Qatar. During Praying Mantis, CVW‑11 jets flew from Enterprise (CVN‑65), outside of the Persian Gulf, to coordinate with U.S. Navy surface combatants, Navy helicopters and U.S. Army helicopters to sink multiple Iranian warships and to attack Iranian oil platforms. Carrier air wings must maintain the ability to effectively conduct coordinated maritime warfare, particularly due to the unpredictable nature of future requirements.

Conclusion

“Naval Aviation’s remarkable, innovative and evolutionary journey” was highlighted by the former Air Boss in his article titled “U.S. Naval Aviation Evolving,” published in the Winter 2014 edition of The Hook. Just as VADM Buss discussed the significance of F‑35C testing on board Nimitz (CVN‑68), carrier aviation’s ability to evolve has been clearly demonstrated over the past five years. This evolution has enhanced combat readiness and positively impacted air wing effectiveness. Despite such exceptional progress, there will always be room for improvement. To remain a relevant and powerful carrier striking force, we must continually seek innovative ways to maximize the capabilities of all assets against future emerging threats. The future of Naval Aviation will include F‑35B/C, unmanned systems such as the Unmanned Carrier Launched Airborne Surveillance and Strike (UCLASS) vehicle, and a continued focus on interoperability with Joint and coalition partners. Our ability to maintain maritime supremacy will assuredly be linked to continued innovative integration of new platforms and the effective employment of complimentary capabilities.

September 06, 2014

A symposium would really be nothing more than a bunch of folks gathering at a church picnic with grandma’s Iced Tea and fly challenged potato salad on display… without the Sponsor and the Vendors to capture your attention.

The vendors are here for a couple of reasons, oh sure this is a target rich environment for their wares (post hangover meds would be a strong contender for prime vendor…) but this also provides established vendors an opportunity to identify the upcoming needs of the navy, and adjust their offerings accordingly.

Our Kathy Schmoldt has been at it again, firing photos of all the sights (and yes even some of the sounds) of Tailhook. Below is her collection this year’s Vendors and Sponsors.

August 19, 2013

It is with heavy heart we Tailhookers bid farewell to the sole remaining Original Blue Angel, Cdr. Al Taddeo. Al passed away this weekend after 94 years.

This past September, Colorado Mile High Tailhookers were afforded the opportunity to celebrate life with Al in person. He had been invited to join us as our special guest of honor at our Semi-almost-annual Cattle Barron’s BBQ and Tailhook Gathering. A wonderful Soirée put on by Honorary Tailhookers of the Year, 2011 Hans and Kathy Schmoldt. He graciously accepted the invitation.

Al was thrilled to be there, not only was he surrounded by like souls, but also by the then current team, and team selects of the 2012 Blue Angels. Stories of daring do soon followed, with hand flying accents littering the low flying airspace.

In addition to his family of Blue Angels, Al was especially thrilled to learn that one of his fellow shipmates from his time onboard USS Enterprise CV-6 was in attendance as well, VF(N)- 101 Lt. Bob Brunson. Al and Bob swapped stories and tales from WWII that held our attention well into the evening.

Al was a gentleman that night, as he has been all his life. We are proud to have him associated with Naval Aviation, The Blue Angels, and the Tailhook Association.

Al, Updated winds are calm, ceiling and visibility unlimited, you own the airfield and the airspace. Cdr. Al Taddeo, departing!

July 25, 2013

He is in the process of chopping an article to appear in “Hook” and for the Naval Aviation Museum in P’cola on the history of JOPA-Mobiles, y’know, the squadron get around cars. And he asked me to ask y’all for some assistance. Happy to oblige.

JC,

Here is a picture of the VAQ-134 JOPAmobile, now on permanent display in the museum in Pensacola. I am working on a JOPAmobile story for Hook and owe the museum a background on squadron cars throughout Naval Aviation so they can develop story boards for the display. I was hoping you could post the photo and ask folks to send any squadron car photos/stories to my Tailhook email account: tmurph@tailhook.net.

V/R,

Tmurf

Please partake… this is a great part of Naval Aviation history and is a wonderful catalyst for more “There we were…” stories. Not all great aviation tales have to be set in the cockpit.

July 22, 2013

The summer is flying by and we are only six weeks away from Reno! I know many of you are making your final preparations for Reno and I wanted to pass along some info for you to keep in mind while you prepare. Here goes:

1. The Nugget is essentially sold out. There are a few rooms left in the Courtyard and the occasional room becomes available when folks are adjusting travel schedules, so it is always worthwhile to call the Nugget and check for yourself. The primary back-up hotel is the Grand Sierra Resort (GSR). The GSR has a Tailhook rate and is really starting to fill up. I checked today and there are still plenty of rooms available. There is a shuttle between the GSR and the Nugget but, if forced into a cab, the fare isn't that bad (I am speaking from personal experience over the last few years). The GSR has recently completed a massive renovation and is a great hotel. Nugget: http://www.janugget.com/GSR: https://resweb.passkey.com/go/AIL13 (800) 648-5080

2. I have received several questions from folks regarding airlifts, particularly during the Tailhook Mentorship Day in Pensacola. Airlifts have not been officially ruled out, but I feel it would be prudent in these challenging financial times to make you travel reservations today on your own. I recommend selecting the option to cancel your reservations if an airlift becomes available, but I believe delaying purchasing an airline ticket any more doesn't make any financial sense. Naval Aviation Leadership is aware of what has been done in the past and are looking at all of the options/possibilities, but I believe everyone's expectations need to be realistic. This is going to be a tremendous Tailhook this year and you don't want to miss it.

3. Please take the time to take the THA survey. Here’s the LINK. I know JR sent out the link to every member, but I would like to drumbeat his efforts here and ask you pass this along to your local members. We can't fix it or improve it if we don't know about it. This is your association, so please take the few minutes to take the survey. We have all been receiving feedback since FAM-1, so constructive and brutally honest feedback is expected.

4. Please update your contact info. I receive several kicked back emails every month due to having out of date email addresses with contact information. If you have a new ISP, moved recently, or changed employers, you might fall into this category. Just like when you checked into a new command, please take the few minutes to update your recall. If in doubt, we will also provide the opportunity to update your info at the Membership Booth at Hook this year. We can even remind you when your membership expiration is. If in doubt, check with the SDO at the Membership Booth!

5. The 5-Year membership price has been reduced and we expect to have a Sequestration Impact Lifetime Membership price for those in attendance at Hook this year. Please come on by the Membership Booth.

6. We are planning on accepting questions for Saturday's Flag Panel from Thursday afternoon until 1200 Saturday. We do not want to take away from the live Q&A Saturday, but we understand some folks cannot be there Saturday and have a question to ask as well as provide another avenue to present a question to the Flag Panel. There will be a collection box at the membership Booth, as well as question forms. We will accept already prepared questions as well.

7. Please pass along any thoughts/ideas for the Tailhook Strike Force. LCDR Mike "Jockey" Lisa has volunteered to take on the task of revamping the TSF and we look forward to any inputs or volunteers.

Again, this is going to be a great Tailhook this year. From the Bug Roach Mixer being extended through 2400 Friday night to RADM "Bad Fred" Lewis moderating a Vietnam-era Fighter/Attack panel and Alvin Townley moderating "Hanoi Hilton" panel. I am standing by for any questions/comments you have.

Fly safe. V/R, Tmurf CDR Tim Murphy

Editors Note: I did not include the Emails and Phone Numbers of the various Group Coordinators due to Spamming issues. If you would like to get in touch with any of the following, leave a comment and I will email you the information. - JC

Once again postings on these here parts have been rather anemic… I’d like to blame the sequester, but hell, who am I kidding? I’m a Life Member Tailhooker, civilian, working for a successful private company! The gummint takes away funds for sure from my operating budget but usually in the form of 1040 filings.

Therein lies the rub, getting promoted at the day job has really eaten into my other non- remunerative exploits. I’m going to see if I can change that a bit. (Not the day job part… the postings part!)

Step one has already been completed, like a property owner walking up to a barn on his long forgotten spread, there was some weed killing to be completed. Not visible to you, the four remaining readers of this blog, behind the scenes the Daily Briefing had been carpet bombed by comment spammers! I have subsequently deleted and banned the offending culprits. I cannot, for the life of me figure out why a spammer would even begin to think any Tailhooker needed a lifetime prescription to Viagra! Really? Know your audience!

Step three will be updating the banner at the top of this page, to reflect the current year.

I say step three, because step two will be publishing a post by TMurf about the upcoming Reunion in Reno! That’s next!

So, we’ll see if we can keep a good head of steam this time and keep her into the wind. I’ll launch articles as best as I can, but I could always use your thoughts and writings as well, don’t be shy!

January 04, 2013

Capt. Sara Joyner takes Command of Airwing 3. The first woman to hold the honor!

Captain Sara “Clutch” Joyner, a native of Maryland, received her commission in 1989 graduating with merit from the United States Naval Academy with a Bachelor of Science degree in Oceanography.

After graduation, she attended flight school and earned her Naval Aviator wings in July 1991 from VT-24 in Beeville, Texas. After completing flight training, Captain Joyner reported to VC-5, the “Checkertails,” in Cubi Point, Philippines to fly the A-4E Skyhawk. In May of 1992, due to the imminent closure of Cubi Point, she was assigned to VC-8, the “Redtails,” in Roosevelt Roads, Puerto Rico.

Captain Joyner reported to COMSTRKFIGHTWINGPAC in Lemoore, California in November of 1994 as Assistant Operations Officer. She subsequently received a transition to the F/A-18 Hornet and reported to VFA-125, the “Rough Raiders,” for training in October of 1996.

Upon completion of her training as a Hornet Pilot, she reported to VFA-147, the “Argonauts,” in May of 1997. Remaining with VFA-147 for both her Junior Officer and Department Head tours, she completed two Western Pacific Cruises to the Arabian Gulf aboard USS NIMITZ (CVN 68) in September of 1997 and USS JOHN C. STENNIS (CVN 74) in September of 1999 in support of Operation SOUTHERN WATCH. In November of 2001, she again deployed with VFA-147 aboard USS JOHN C. STENNIS in support of Operation ENDURING FREEDOM. During her tour at VFA-147, she served in many capacities, including the Department Head in Maintenance, Operations, and Safety.

In January 2002, she reported to United States Joint Forces Command, Norfolk, Virginia where she served in the Current Operations Branch as Force Deployment Officer for the NORTHCOM, EUCOM, and CENTCOM Areas of Responsibility in support of Operations ENDURING FREEDOM and IRAQI FREEDOM. She reported to VFA-105 in November of 2006 as Executive Officer.

In March 2007, Captain Joyner assumed command of VFA-105. On 2 November 2007, she led the Gunslingers on their combat cruise to the Persian Gulf in support of Operation Iraqi Freedom. Under her leadership the squadron performed nearly 2,000 combat missions totaling over 4,900 flight hours and delivering 35,000 pounds of ordnance in support of coalition ground forces in Iraq.

Captain Joyner recently completed her tour at OPNAV N88 as the Joint Strike Fighter Requirements officer responsible for bringing the next generation of carrier strike aircraft to the fleet.